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The search for the cause of the engine failure in DQ goes on,
but the focus has changed.

We have not found any actual "cause" damage that give us a clue as to the
origin-- But the "ruling out" process continues.
NOT broken crankshaft-
NOT prop- (bird strike etc.etc.)
NOT prop Governor--- (bench checked OK)
But I am shipping it to MT in Germany for Overhaul.

As in most incidents there are not just one factor but several that line up
in a row and like domino's-- and trigger a sequential failure.
Spotlight is now on magneto couplings. Both mags were smooth on runup checks
at Spruce Creek and Flagler --and on takeoff, climb and cruise. But the
impulse coupling
components/ gears are broken. Parts and pieces fell into valve train
gearing. This is all
the evidence we have at this point.  Could the vibration of the mag drive
gears being off
center be confused with an overspeed??

By the way, hindsight is NOT 20/20 ---and what you think you  heard/saw can
be wrong!!
Many accident investigators know that. Sure wish I had had a Digital Video
of the instrument panel
like Dave Morss had in his prop blade separation at Reno in 409L.

The Mag shop says they (magneto's & couplings) are cracked/split inside and
a type failure
he's never seen in 20 years of rebuilding magneto's. When Bendix was called
to discuss the
failure by the magneto rebuilder, they went into the "legal" mode. No help
there.

My little consulting company cannot spend the high $'s  for a replacement
engine
(tho I would love to escape the work) (I have better things to do) when this
engine can be
rebuilt for 1/3 that amount. It also would erase all recent engine
investments. I.E. New Top Care Cyls
(110 hrs ago-- O'hauled turbo's, Fuel inj system, Starter drive adapter,
etc. etc.)

Hopefully, DQ will be up and running in time for Sun-N-Fun.

There you have it. Could have been worse. I seriously considered going
down the beach @1000 ft and had the engine quit then, we'd be swimming
and expensive avionics would have had a salt water bath. Not good!!!

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